Narrative:

I initiated a VFR flight from oth to spb. The route was to be north up the oregon coast to S45, then east to mmv and north to spb. I obtained AWOS from oth, onp, mmv and spb via telephone. I did not talk to a briefer. Oth reported 1500 ft overcast, visibility 10 SM. Onp was 1500 ft overcast, 200 ft scattered, visibility 10 SM. Both mmv and spb reported visibility 10 SM and clear. As we proceeded north, maintaining 1200 ft, scattered clouds below (at 300-500 ft) began to build. We decided to make a precautionary landing in onp to get a briefing and wait for the WX to improve. I had the town of newport in sight and was trying to spot the airport when the 2 layers converged and we entered IMC (solid). I became spatially disoriented and confused almost immediately. When I was able to shift to instrument flight and get my wings level, I realized I had made a 90 degree turn to the east (toward rising terrain). At that point I decided our best option was a maximum performance climb through the overcast (there was no danger of terrain impact below 4400 ft MSL). We broke out of the overcast at 4500 ft and completed the flight VFR. Learned several things from this incident: 1) even a very scattered layer below can make it very difficult to identify landmarks and spot airports. I should have executed a 180 degree turn when I noticed the layer below building up. 2) I will not in the future rely on automated WX reporting. Onp was still reporting visibility 10 NM when I was 13 mi south, with a 1500 ft ceiling. In future, I will talk to a briefer before departure and only use AWOS for updates. 3) more hood time! I currently have 5.1 hours total hood time. I plan to immediately obtain additional instrument instruction -- 4 or 5 lessons right away. I may begin working on an instrument rating.

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Original NASA ASRS Text

Title: C150 PLT ENTERS IMC WHEN INTENTION IS VFR FLT.

Narrative: I INITIATED A VFR FLT FROM OTH TO SPB. THE RTE WAS TO BE N UP THE OREGON COAST TO S45, THEN E TO MMV AND N TO SPB. I OBTAINED AWOS FROM OTH, ONP, MMV AND SPB VIA TELEPHONE. I DID NOT TALK TO A BRIEFER. OTH RPTED 1500 FT OVCST, VISIBILITY 10 SM. ONP WAS 1500 FT OVCST, 200 FT SCATTERED, VISIBILITY 10 SM. BOTH MMV AND SPB RPTED VISIBILITY 10 SM AND CLR. AS WE PROCEEDED N, MAINTAINING 1200 FT, SCATTERED CLOUDS BELOW (AT 300-500 FT) BEGAN TO BUILD. WE DECIDED TO MAKE A PRECAUTIONARY LNDG IN ONP TO GET A BRIEFING AND WAIT FOR THE WX TO IMPROVE. I HAD THE TOWN OF NEWPORT IN SIGHT AND WAS TRYING TO SPOT THE ARPT WHEN THE 2 LAYERS CONVERGED AND WE ENTERED IMC (SOLID). I BECAME SPATIALLY DISORIENTED AND CONFUSED ALMOST IMMEDIATELY. WHEN I WAS ABLE TO SHIFT TO INST FLT AND GET MY WINGS LEVEL, I REALIZED I HAD MADE A 90 DEG TURN TO THE E (TOWARD RISING TERRAIN). AT THAT POINT I DECIDED OUR BEST OPTION WAS A MAX PERFORMANCE CLB THROUGH THE OVCST (THERE WAS NO DANGER OF TERRAIN IMPACT BELOW 4400 FT MSL). WE BROKE OUT OF THE OVCST AT 4500 FT AND COMPLETED THE FLT VFR. LEARNED SEVERAL THINGS FROM THIS INCIDENT: 1) EVEN A VERY SCATTERED LAYER BELOW CAN MAKE IT VERY DIFFICULT TO IDENT LANDMARKS AND SPOT ARPTS. I SHOULD HAVE EXECUTED A 180 DEG TURN WHEN I NOTICED THE LAYER BELOW BUILDING UP. 2) I WILL NOT IN THE FUTURE RELY ON AUTOMATED WX RPTING. ONP WAS STILL RPTING VISIBILITY 10 NM WHEN I WAS 13 MI S, WITH A 1500 FT CEILING. IN FUTURE, I WILL TALK TO A BRIEFER BEFORE DEP AND ONLY USE AWOS FOR UPDATES. 3) MORE HOOD TIME! I CURRENTLY HAVE 5.1 HRS TOTAL HOOD TIME. I PLAN TO IMMEDIATELY OBTAIN ADDITIONAL INST INSTRUCTION -- 4 OR 5 LESSONS RIGHT AWAY. I MAY BEGIN WORKING ON AN INST RATING.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.